Automatic transmission and controls therefor



K. E. SNYDER Dec. 27, 1955 AUTOMATIC TRANSMISSION AND CONTROLS THEREFOR 4 Sheets-Sheet l Filed OCT.. 14, 1954 uff/222x BY M ATTORNEY Dec. 27, 1955 K, EQSNYDER A 2,728,247

AUTOMATIC TRANSMISSION AND CONTROLS THEREFOR Filed Oct. 14, 1954 4 Sheets-Sheet 2 ATTO R N EY Dec. 27, 1955 K. E. SNYDER 2,728,247

AUTOMATIC TRANSMISSION AND CONTROLS THEEFOR Filed 001'.. 14, 1954 iii 555 |NVENTOR Dec. 27, 1955 K, E, SNYDER 2,728,247

AUTOMATIC TRANSMISSION AND CONTROLS THEREFOR Filed Oct. 14, 1954 4 Sheets-Sheet 4 INVENTOR ATTORNEY United States Patent AUTOMATIC TRANSMISSION AND CONTROLS THEREFOR Kenneth E. Snyder, Northville, Mich., assigner to General Motors Corporation, Detroit, Mich., a corporation of Delaware Application October 14, 1954, Serial No. 462,243

4 Claims. (Cl. 74-761) This invention relates to automatic plural step-ratio transmissions and more particularly to such transmissions employing a plurality of planetary gear units with a fluid coupling functionally interposed between gear units for providing drive of the vehicle in which the transmission is mounted.

'I'he present invention constitutes an improvement over the transmission illustrated and described in the copending applications of Walter B. Herndon, Serial No. 235,213, tiled July 5, 1951, for Transmission Control System, and Serial No. 295,519, filed June 25, 1952, for Transmission Control System. The transmission disclosed in the above applications comprises rst and second planetary gear units, the driving element of the rst unit being driven directly by the engine, and the driven element thereof serving to driven a uid coupling, the output of which in turn is connected to a driving element of the second planetary unit. In addition, the driven element of the first planetary unit can be connected to drive a second element of the rear planetary unit, which second element can be conditioned to provide reaction for that unit. A reverse drive planetary unit is also included. i

ln that transmission provision is made for locking an element of the rst unit against rotation so that the drive through said unit can be at a reduction ratio. Two of the elements of this unit can also be coupled together so that the entire unit rotates in unison for direct drive therethrough. In the second unit a brake can be applied to one element so that the drive therethrough is at a reduction ratio, or this reaction element can be coupled to the driving element of the first planetary unit so that the entire second unit rotates substantially in unison for direct drive therethrough.

The hydraulic control system associated with this tnechl anism functions in such a way that the mechanism can have its condition automatically changed to provide rst, second,.third, and fourth speed ratios. Another range of operation provides irst, second,` and third speed ratios with advance to fourth speed taking place only above a predetermined vehicle speed. Provision is also made for compelling the transmission to be shifted from a higher speed ratio to a lower speed ratio by actuation of the throttle controlling the supply of fuel to the engine. Ordinarily when such a forced third to second downshift in ratios has been accomplished, transition from the lower ratio to the higher ratio will take place only at a lower vehicle speed than would normally occur for any throttle opening less than full.

In the conditioning of the apparatus for third speed operation, the front planetary unit must be caused to drive in reduction ratio, which involves the application of the brake for that unit with a timed release of the clutch for that unit. This is true whether the transmission is being upshifted or downshifted, i. e., whether the transition is from second speed ratio to third speed ratio or from fourth speed ratio to third speed ratio. However, in the latter shift it is desirable that the brake be applied at a slower rate than in the upshift due to the phenomenon front clutch has an opportunity to become disengaged. Inasmuch as this delay is desirable only in the fourth to third shift and is undesirable in the second to third shift, provision is made forassuring the desired operation.

An object of the invention is to provide a timing valve for controlling the application of the front band relative to the release of the front clutch in such fashion that release of the clutch will be assured at the time the front brake is fully applied. y

Another object of the invention is to provide a timing valve as just described wherein assurance of full apply force is maintained by imposing hydraulic force on the valve of such nature that free flow of oil thereto results.

A further object of the invention is to provide a further hydraulic force to said timing valve which is supplied only when the transmission has completed a shift from second to third speed ratio.

A still further object of the invention is to provide a timing valve controlling alternate passages to the front brake, one of which passages has a restriction therein, together with the application of hydraulic forces to the timing valve in such fashion that after a second to third shift of the entire transmission has been fully completed, the timing valve is actuated to compel the oil to be used in applying the front band to travel through the path having the restriction therein.

A still further object of the inventionis to provide anl employed in the transmission,

Figs. 2 and 3 together constitute a circulation and control diagram of the hydraulic mechanism employed with the transmission of Fig. 1, and

Fig. 4 is an enlargement of the valve body shown in "Fig. 2.

Referring to the schematic illustration of the mechanism of Fig. 1, 10 indicates the input of theV device and may be the crank shaft of an internal combustion engine or other source of motive power. The input 10 is connected by disk 11 to cover member 12 of a fluid coupling indicated generally at A. The cover 12 is` continued to drive the ring gear 14 of 'a front planetary unit B, which unit also includes a sun gear 15 and a planet carrier 16 having planet pinions 17 meshing both with the ring gear `14 and the sun gear 15. The sun gear 15 can be braked against rotation by abrake band 18 operated in a manner to be described later or can be locked for rotation with the planet carrier 16 by means of a clutch C, the elements of which will be described in connection'with the control diagram of the apparatus.

The planet carrier 16 is connected to a sleeve shaft 20, one end of which is connected to drive the pump 21 of the fluid coupling A. The other end of the shaft 20 is conformed therewith, the'sun gear 25 of the rear planetaryV unit E. This unit also includesA the ring gear 26 and a planet carrier 27 having pinions 28 meshing both with sun gear 25 and ring gear 26. The ring gear 26, in addition to being connectible to rotate with shaft 20, can be braked against rotation by the brake band 29, the mechanism for the operation of which will bedescribed in detail hereinafter.

The planet carrier 27 is connected to drive the output shaft 30 which also has secured thereto the planet carrier 31 of the reverse planetary unit indicated at F. The unit F comprises sun gear 32 connected to the ring gear 26 of unit E, a ring gear 34 and planet pinions 35 meshing both with the sun gear 32 and ring gear 34. The ring gear 34 can be braked against rotation by means of the brake indicatedl generally at G.

This transmission operates to provide four forward speeds or gear ratios, and reverse. For the lowest speed ratio the. brakev bands 1S and 29 are applied to lock the sun. gear I5 and the ring gear 26, respectively, against rotation. Clutches C and D andthe reverse brake G are released. Under these conditions drive by the input member is communicated through the cover 12 to the ring gear 14 which, due to the reaction` afforded by sun gear 15, drives the carrier 16 in the same direction but at reduced speed. Rotation of carrierV 16 causes rotation of pump; 21 of the fluid4 coupling A, which in turn causes rotation` of the turbine 22. Rotation of the latter is impar-ted to the sun gear 25 of the rear unit which, due to theA reaction afforded by ring gear 26, drives the carrier 27 at av reducedrate of speed. Rotation of the carrier 27 is communicated to the outputV shaft 30. During this speed ratio and all other forward speed ratios the carrier 31 of the reverseunit F rotates with the output shaftiand serves to drive the ring gear 34 which is free to rotate. With bothv gear units B andrE. in reductiondrive the lowest forward speed ratio or. highest forward gear ratio is obtained.

For second speed4 ratio the brake bandv 18 isV released andthe clutch C engaged while the condition of the rear unit E is unchanged. Engagement of.` clutch C causes the carrier 16 to be locked to the sun gear 15with the result that the front planetary unit B. rotates asa unit or affordsk direct drive. Such drive is communicated through the coupling A to the sun gear 25 of unit E, driving the output` shaft through the carrier 27 atV a reduction ratio depending on the ratio of. theV gear unit Erordy.

For third speedmatio4 the front'brake band 13 -is againv applied while clutch C is released toi-lock the. sungear against rotationiand condition the front unit B for reduction drive. At the same time the rear brake bandi 29 is released andxclutch D-engaged, whichtcausesuthe ring the front unit B.

For fourthspeed the front unit B is againl conditioned for direct drive by release'ofthe brake -band '18 and application of `clutch C,.,while,the rear. unit E remainsA con-- ditioned for direct drive therethrough.

In this ratio both planetary unitsares'in effect .locked up so that the drive from the input shaft 10 to the output shaft 30 is substantially direct drive,` varying therefrom only bythe inherent slipping of the fluid coupling A.

For reverse drive the front unit B is conditioned for reduction drive, i. e., the brake band 18 is applied with.

clutch C released.. The rear unitE isconditioned by.

having both the brakeband 29. and the clutch D released. The reverse unit is conditioned by engagement of the reverse brakeG. which locks ring ,gear34 against rotation. Under these circumstances drive from the'input shaft lil. is through the fronttunit B atA reduction ratio which causes rotation of sun gear 25 at a reduced 'speed P4 through the intermediary fluid coupling A. With a load on the output shaft, and consequently on the planet cai"- rier 27, this carrier offers an initial reaction so that rotation of sun gear 25 in a forward direction causes rotation of ring gear 26 in the reverse direction. This reverse rotation is imparted to the sun gear 32 which, due to the reaction afforded by stationary ring gear 34, drives the carrier 31 in the reverse direction, imparting such rotation to the output shaft 30. Such reverse rotation of the output shaft is communicated to the carrier 27 so that the two units E and F act as a compound planetary for reverse drive.

As set forth in the applications of Walter B. Herndon, before identified, the transmission has" controls therefor of such character as to provide threefor-ward driving ranges and reverse. The iirst range, or Driving Range 4, when selected permits operation of the mechanism to cause the same to automatically advance from rst speed ratio through second and third speed ratios to fourth speed ratio. The second range, or Driving Range 3, so conditions the control mechanism of the transmission that under normaly driving conditions this transmission will automatically advance from first ratio through second to third ratio and will not continue to fourth `ratio unless a predeterminedhigh vehicle speed is attained. 'In'the third, or Low Range, the mechanism isconditioned so that under normal driving the transmission will not automatically advance beyond second speed ratio, but should a predetermined vehicle speed be exceeded, additional shifts will bemade to prevent excessive engine speed. The Reverse Range provides a single reduction ratio. g

fThe control apparatus and the hydraulic actuation thereof will be clearly understood from the following description of the circulation and control diagram shown in Figs. 2" and 3. inasmuch as. most of the elements involved in this arrangement have been described in detail in the Herndon applications before mentioned in detail, description thereof in the present application Willnot be made.

In the figures of drawings comprising the circulation and control diagram the liuid coupling A is shown in enlargement with the pump'21 being madey upofa shell having a plurality of flat plates 21 positioned therein; The turbine 22 is constructedinthe same fashion and likewise has-a plurality` of blades 22. The-cover 12 for the tluidcoupling isshown as being` connected through antivibration-device 12' to thesleeve shaft i3 which is connected to drive the ringtgear 14 (Fig. l) ofthefront planetary unit' B. This sleeveV shaft 13also serves to drive a front pump 40' of the variable capacity type which has. been described inthe copendiug applications before identified. The purnpffl draws oilfrom-asurnp (not shownlfthroughthesuctionfline 41 and-delivers the-same to thernainpurnp supply line44.f\ Asccondary` supply line.- 42 extends `from the vpump tothe iluid f coupling -A toL provideA the same with liquidi The coupling4 has a check valve indicated generally at -45which operates to releaseoil under pressure for lubricating: purposes wheny f1-,predetermined pressure is attained within the coupling. The manner4 in which-oil under pump pressure is supplied to the control mechanism and the relation of thev front pump 40 to alrearpump 50 `will be described later.

The :brake `bandlS,` which can be-WrappedfI around the* drumlS (connectedto.sungear 1.5) `ofFig. l,l is undery the control of a servo indicated generally at This' servo -comprisesa body. withinl iwhich is' -slid'ablymounted a piston 61y attached to a plunger-62which, ,whensezitended from .the casing, serves to apply-afforce to wrapthe doublon/rap banditi` about thev drum 15'.- A port 64l communicates with the `bore-of 4the body ybelow thepiston-v 6I. Intermediate the ends of thebody is located apartis 70, the other end of which bears against the piston 66.v

The member 69 also provides a seat for spring 73, the

upper end of which bears against the piston 68. The' body is provided with a port 71 in communication with a passage 72 leading to the bore above piston 68 and a further passage 74 leading to the bore above piston 61.

Mounted adjacent to the servo 60 is an overrun control valve indicated generally at 75 and comprising a valve body having a bore in which is slidably mounted valve member 76 which has an upper land 77 and a divided lower land 78. The valve member 76 is normally biased in a downward direction by spring 79 held in place by cup-shaped spring retainer 80 and pin 81. The bore of valve 75 is connected by line 82 to the port 67 of the servo 60. The valve 75 is also provided with a number of ports to which oil supply lines, hereinafter identified, are connected.

Also associated with the servo 60 is a fourth to third timing valve indicated generally at 85 and comprising a valve body provided with bores of different diameters in which is slidably mounted a valve member 86 having a large land 87 and a smaller land 88. This valve body is also provided with a plurality of ports to which are connected various lines, which will be identified later, and also a port connected to an exhaust passage 89.

The front clutch C is also illustrated in greater detail. The sun gear is shown as being connected to the drum 15 about which the band 18 can be wrapped to lock the sun gear against rotation. Illustration of a pinion 17 in mesh with the sun gear 15 has been omitted. A part of the carrier 16 is shown as being splined to receive clutch plates 90 which cooperate with clutch plates 91 externally splined to engage internal splines in the drum 15. This drum has a backing part 92 against which the plates can be pressed by a hydraulically actuated piston 94, normally biased to the release position by spring 95. The piston 94 as shown is slidably mounted in a cylinder formed by an extension of the support for the sun gear 15.

An enlargement of rear clutch D is also illustrated. It will be seen that a plate carrier 100 is splined to the sleeve shaft and has external splines engaging clutch plates 101. Cooperating plates 102 are splined to the interior of the drum 29 fastened to the ring gear 26 of the rear unit. The brake band 29 can be wrapped about this drum to hold the ring gear 26 against rotation. The plates 101 and 102 can be forced together and against a backing member 104 by hydraulically actuated piston 105 mount' ed in a cylinder attached to the drum 29. The plates are normally biased to the released position by spring 106.

The band 29 for the rear unit is under the control of a.

servo indicated generally at 110, one part of such servo having a bore in which is slidably mounted a piston 111 to which is attached a plunger 112 extending through the body of the servo to engage band operating mechanism indicated generally at 114. inasmuch as servos of this type and that previously described at 60 are well known, the connection between the respective plungers and the bands have not been shown. A second part 110 of the servo has a neck portion fitting within the body 110, and

. the part 110' forms a cylinder in which is slidably mounted a piston 115 connected to a hollow rod 116 extending through the end wall of the member 110 into contact with the inner surface of the piston 111. A cross passage 117 in the end of rod 116 permits liquid acting on the inner surface of the piston 111 to continue through the rod 116 into a chamber 118 at one end of the piston 115. Nested cup-shaped members 119 and 120 and a cylindrical member 121 cooperate to form the chamber 118 and a chamber 122 within which are located springs 124 and 125. A passage 130 is partially closed bypa reed valve 131 hav nected to oil ing an oriiice 132 therein. This reed valve is normally in the position shown but can be moved to the right to permit freer flow through passage by the force of the liquid itself or by liquid within the servo acting on a small disk connected to button 136 secured to the reed valve. The disk 135 and button 136 are slidable in the partition formed by the end of member 110'. Spring 134 acts during initial movement of piston 111 outwardly. A light spring 137 fastened to the member 116 bears against the piston 111 to separate these members under certain conditions.

Attached to the composite servo is an exhaust valve indicated generally at 140 and comprising a body having a bore within which is slidable a Valve member 141 having peripheral groove 142 intermediate its ends. This valve, in the absence of fluid pressure, is biased to the position shown by spring 144. Various ports in the servo and the exhaust valve housing are connected to oil lines which will be described in the operation of the entire system.

The reverse brake shown at G comprises in part a conical member secured to the casing `of the transmission to which is also secured a member 151 cooperating with the casing to form a cylinder in which is slidably mounted piston 152 having a conical surface 154 of the same angularity as the part 150. Piston 152 is held against rotation by dowels 155 secured to the stationary member 151. The ring gear 34 of reverse planetary unit F has a coneshaped extension 156 positioned between the formations 150 and 154. When the piston 152 is moved to the left under hydraulic pressure the cone extension 156 is gripped between the parts 150 and 154, thereby to hold the ring gear 34 against rotation. The piston 152 is normally biased to the release position by spring 157, one end of which engages the piston 152 and the other end of which is retained by ring 158 and snap ring 158 fitting in a groove in member 151.

The control valves for the mechanism are mounted in a valve body which may be made of several parts. One part of the valve body has a bore in which is slidably mounted the main control or manual valve which is provided with spaced lands 176, 177 and 178. One end of the valve is provided with a fork indicated at 179, receiving a pin 180 which can be actuated by a manual lever preferably located on the steering column under the steering wheel of the vehicle in which the transmission is mounted. Manipulation of such lever, which is not shown, will cause the manual valve to assume any one of live positions, the approximate location of which with reference to the center of the pin.180 are shown in the drawings. These positions are designated N for Neutral, DR4 for Driving Range 4, yDR3 for Driving Range 3, LO for Low and REV for Reverse. The bore in which the manual valve is slidablymounted is provided with acourse of the description of the operation of the mechamsm.

Adjacent to the manual valve is a bore in the valve body in which is mounted for sliding motion a two-part throttle valve, one part of which comprises a pusher having spaced lands 186 and 187. The end of the pusher extends beyond the valve body to be engaged by a member 188 which is actuated by movement of theaccelerator pedal or throttle of the vehicle. The other part of the throttle valve comprises a valve member 190 having spaced lands 191, 192 and 194. A spring` 195 is interposed between the pusher 185 and the valve 190. A plug 196 is located in the end of the bore in which the valve 190 is slidable. vThis plug is for the purpose of offering a resistance to movement of the throttle beyond a predetermined throttle position for a forced downshift and is of the type commonly known as a detent plug. The bore for the throttle valve is provided with various ports con lines or passages which will be described later.

This'. partof tHe-valve bdy isA also'l provided witha borelof stepped diameters in which is mounted-a part compensator valve comprising a member 200 having a large land 201 and a smaller land 202; The therpajrt of the compensator valt/e comprises amer'nber 20,4having spaced lands 205 and 206'. spring 207 is interposed between these parts 2'00 and 204. Again various ports in the' bore are connected Ito o'il lines vor passages to be described later. I y

1n line with; the b'o're receiving the compensator valve structure is another stepped bore having a double transition' valve 210 slidably inounted therein. This valve 210` has `lands" 211 and 212 of the Sarno difnete and' larger lands 214 and 215. The pup'o's of this valve kin con-l junction With the' oil lines leading to thea bore thereof will be apparent later) e e v A Another part ofthe valve body` has shiftvalies therein. This part of the" body 'isI provided with' stepped bore in which is mounted a st to second shift valve train` cornprisin'g in part the'tst to second vshift valve' 220' having lands 221,- 222 and224. Anothe member of the train comprises al governor plug 225 having lge' end land 226 and a stern portion 227;- The en d of this stem portionv bears against one' end of land 221.` The iinal member of the train comprises the regulator plug7 230 having lands 231A and 232. A spring' 234' of predetermined strength is interposed betweenthe Vshift valve 220 and the regulator plug 230. The connetions to various portsA in the bore of this valve train willhe' described in sequence in the operation of the rneohnisr'n; l y

The valve body is also provided with a stepped bore for the'second to third 'shift valve train. This train hasvas one element thereof the second to-` thirdA valve 235 havinglands 235 and 237; At one end of the valve 235 is an auxiliary valve or plug 238 having lands 239 and 240 of different diameters. Atthe end of this valve or plug 238 is a governor plug 241, slidably mounted in an apertured 1iner242'. At the other end of the valve train is a third to second detent plug 245 of a single diameter. A spring 246 is interposed betvveen the valve 23S and the plug 245.

The valve body is povide'd with a' further stepped bore in which is mounted the thirdV to fourth shift valve train. One element of this train comprises the third to lfourth shift valve 250 having lands 251 and 252. At one end of the valve 250 is a governor plug 254 having lands 255 and 256. At the' other end of the shift valve 250 is a regulator plug- 257 of a single diameter. A spring 25S of predeterminedstrength surrounds apart o'f the sternl ot the valve 250, being interposedbetvveenlone end of the land-252' anda partition member v2521i.

A fourth' to thirdshuttle valve 2601s slida'bly' mounted in a bore in a part of the body as shown.

ln parallel relation to' the third to second detentplug 245 isa regulator valve 265 ,havinga large land 266 and a smaller land 267. Spring 268 is positioned between one end of the land 267 and a part of the valve body.

Attached to the valve body is a valve casing 270 having a bore in which is slidably mounted a third to second timing valve 271 vvhich' has lands 272 and 274 of the same diameters; A spring 2 75 applies compression to the member 271 to bias; it in one direction, the spring being retained by' a cup-'shaped member 276 and pin 277.

Other valves and mechanical parts heretofore not identied by reference characters will be described eitherl briefly or' in detail hereinafter.

OPERATION When the engine ofthe vehicle is not in operation all gear unit servos ae exhausted of liquid, hat the fluid coupling A may retain some liquid therein' from previous operation.- Under these conditions the rear servo, which applesthe brakeband 29 to thezdrurn 29', Will be' engaged since this servo is of th e` spring engaged oil released type;

In the absence of oil in the rear servo, made up of the F 8. parts` i aridi 110'; the two-` main apply' springs 1.24 and acting ori the pisto'r`r115 cause this piston and the rod 116 to force. the pist-on 111 and the plunger 112 outf wardly to act on. the linkage 114 which appliesthe bandl sniigly to-'the drum. At the saine time a parking pavl indicated generally at 280 can be spring applied by spring 281 to c'ase it to engage teeth extending outwardly from thering gear 34 of the reverse planetary unit F. Such engagement of the pavvl 280 with these teeth (not shown) locks the ring gear 34 of reverse unit F against rotation with the end result that, in conjunction With the ring gear 26 of rear `unit EY being locked against rotation, torque cannot bev transmitted through the transmission in either direction.

NEUTRAL when it it desired .te start the engine the' manual valve is moved to the Netural or N position which, due to thev safeguards usiiallyne'niployed, is necessary topem'it the starting motor for the engine to be energized. When the engine is started torque' is immediately communicated to the input shaft 10 and by it to the coupling over 12 and Connection 13 to the irlg'gea't 14 ofthefront unit B. Since the band 18 is released relative to the drum 1 5' attaehe'd to sun gea 15, this sun gear is free to rotate and offersl no reaction. Consequently, the unit B does not transmit torque to the pump 21 of the coupling A. However, rotation of the connection 13 drives the front pump 40 Which immediately supplies a `volume of oil in accordance with the position of the slide therein. With the pump '40 in operation, oil is drawn from the sump and supplied through the line 42 to till the oupling A. il is also delivered through the main Vsupply line 44 to other partsof the'systen'l as folloiv's. In its passage from the pump the oil st acts on check valve 285, seating the ball 28616 prevent escapeof oil to the rear pump 50. The oillcrontinues through the line 44 to the line exhaust valve 237, raising the valve member 28S against spring 289 and opening the passageV at the bottom of the membei' 2 88 for the continued ll'ow of oil through the line 4 2 1. This line extends to the bore of the manualvalve 175, entering this bore bctiiveen thelands 177 and 178. ln Neutral position 4the land 177 uncovers a port connected to line 290 which extends to the rear servo 110. A branch 1ine291 communicates with the interior of the servo to' the left of ythe piston 111, acting to force this piston to the right, compressing springs 134 and 137. Simultanebiisly, oil continuing through the line 290 passes through the passage 13S) with sucient pressure to flex the reed valve 131 and yto enterthe part of the servo to the left of pistn 115. Piston 115 is thereby also moved to the right, cornpessing springs 124 and H125. The action of the oil on the tivo pistons n111 and 115 retracts the plunger 1-12"so that brake band l29, previously spring applied,4 is'now released. The other Velements controlling the apparatus, such` as the front band 18, lthe front clutch C, the rear cllt'ch D, and the evese brake G, are released so that in the absence of reaction in the gear units drive through the transmission 'will not be completed. At the same time oil continues through branch line 292 from line 290 to the double transition valve 210, moving this valve against the stop pin 203. A branch line 294 from line 292 continues into the shift valve body to act onY the;A end 'of land 221, moving` the shift valve 220 to the full extent permitted by the regulator plug 230 and compressing the spring 234. When the rst to second shift `valve 220 is moved to the upshift or open position, oil under line pressure passing through the branch line 295 from line 44 enters the valve body and passes through an orifice 296 to enter thespace between lands 222 and 221. The passage 2955 is 'therefore in communication with anotherpassage or line 297 in the` valve body and extending Vto th'eb'or'e of thedouble transition valve, at which lotion further piogress is attested: by land 4212 which is non? lling jthe 'bore of the Va e. However, oil ina 'biaxch -line'2'98 from lline -297 ei'tlds tb l"the "r'ea' servo exhaust valve 140, moving the member 141 to the right against spring 144 and closing this exhaust valve. A branch channel 495, hav. 1g restriction 496 therein, extends from channel 295 in the shift valve body to a groove 497 in the bore of the third to second detent plug 245, from which groove 497 a channel 498 extends to a ball check valve 499 which arrests further progress of the oil. Oil in branch line 299 from main line 44 continues to the compensator valve 204, where further progress is arrested by the land 205 of this valve. Oil is also supplied by branch line 300 from main line 44 to the governor 301, but since the vehicle is stationary the governor is inactive at this time. A branch line 302 from line 300 supplies oil under pump pressure to the piston 283 associated with the parking pawl 280 to move this piston against spring 281 to block the pawl from engagement with external teeth of the reverse planetaary unit ring gear 34, should the manual valve be moved to reverse position.

In Neutral, with the engine running, oil supplied other than to the parking pawl just mentioned and to the rear servo to release the rear band 29 has no effect on the operation of the mechanism.

DRIVE RANGE 4 Engine idling The manual valve 175 can be moved to any of the driving ranges, including Reverse, but let it be assumed that the first operation is that which takes place in Driving Range 4. The manual valve for this range will be positioned as shown in the drawing, with the immediate result that oil entering the bore of the manual valve between lands 177 and 178 can pass therefrom through the line 305 to a port in the top of the fourth to third timing valve 85. Valve member 86 of this valve should be in its downmost position, but in the event such is not the case it will be forced into this position immediately in the following manner. Assuming that the land 88 blocks the port connected to the line 305, oil may still continue through the restriction 306 in line 309 to the shunt line 307 and thence into line 308 which communicates with the port 64 of the front servo 60. Oil in the line 308 can enter the top of the valve body 85 into a groove 88 extending partially around the bore surrounding land 88 so that it can enter above this land and exert pressure to force the valve 86 downwardly. When such occurs, unrestricted ow of oil from line 305 to line 308 will occur and this oil will enter the front servo to force piston 61 upwardly. Such action wraps the front band 18 about the drum 15' to prevent rotation of this drum so that the sun gear 15 can provide reaction for the front gear unit B. Oil may also pass through the line 309 to the bore of the overrun control valve 75, and since the valve 76 in this bore has been forced upwardly against spring 79 by oil in line 308 from line 308, the oil from line 309 continues through line 82 into the servo 60 below piston 66. 'Ihe engagement of the front band or brake conditions the front unit for the transmission of torque, and causes drive of the carrier 16 of front unit B and pump 21 of coupling A at a reduced speed relative to input speed.

When the manual valve is moved to the DR4 position the line 290, previously supplied with oil from the bore of the manual valve, is now blocked from such supply by the land 177, with the result that line 290 and those in cornmunication therewith are now connected through the bore of the manual valve 175, between lands 176 and 177, with the line 310 which extends to the piston 105 of the rear clutch D. A branch line 311 of line 310, however, eX- tends to exhaust at this time by way of a line 312 connected with the body 314 of a hairpin valve, through the bore of the third to second timing valve 271, a channel 315 in the valve body which leads to the space between lands v236 and 237 of the second to third shift valve 235 and thence througha passage 316 to exhaust at a port 317, which is also marked EX. Some of the oil from line 311 may also pass through an orifice 318 in the hairpin valve 319 into the channel 320 which is parallel to the channel 312. This connection to exhaust exhausts not only the line 290 but also exhausts line 292 extending to the end of the double transition valve 210 and line 294 which had caused the lirst to second shift valve to be moved to its uppermost position. Release of the oil pressure on the land 221 of this shift valve causes the land 222 thereof to block the supply passage line 295 and to connect the line 297 extending to the double transition valve and line 298 extending to the rear servo exhaust valve to exhaust at the port 317. When the rear servo exhaust valve 140 is thus relieved of pressure, the spring 144 returns the valve- 141 to the position shown, permitting oil in the space to the left of piston 115 to be exhausted through the branch line 290' to the line 290 more rapidly than it could be exhausted through the oritice 132. Such exhaust of both parts of the rear servo permits the springs 124 and 125 to extend the rod 112 to wrap band 29 about the drum 29. This action locks the ring gear 26 of rear planetary unit E against rotation and establishes a drive condition in the rear unit if torque is transmitted to the unit through the fluid coupling A. While the engine is idling, however, the load imposed on the turbine 22 of the fluid coupling A through the rear planetary unit E from the output shaft 30 is such that at low engine speed the turbine will not be driven by the pump which is being driven at reduced speed through front gear unit B. Therefore torque suicient to move the vehicle is not transmitted through the transmission while the engine is idling.

With the manual valve positioned as just described and with the engine idling, oil passes from the bore of the manual valve through the passage 325 to the bore of the throttle valve between lands 191 and 192 and thence through passage 326 to the bore of the compensator valve to act on land 201 and force the part 200 against the stop pin 203. Land 192 of the throttle valve prevents oil from continuing into the passage 330 until the throttle is opened beyond the idling or closed throttle position.

First speed ratio With the transmission conditioned for first speed operation, i. e., with both the front and rear brake bands applied, the motion of the vehicle may be started by opening the throttle to accelerate the engine suiiieiently to drive the pump 21 of coupling A at a speed which will compel rotation of the turbine 22 thereof. When the turbine 22 rotates it drives the intermediate shaft 24 and sun gear 25 in the manner previously described, with the result that the output shaft 30 is rotated at the lowest forward speed ratio or highest forward gear ratio.

However, with opening of the throttle the member 188 acts on the pusher member moving it upwardly, as viewed in the drawing, to compress the spring 195 and cause this spring to move the throttle valve member 190 also upwardly. The first result of such movement is that land 192 uncovers the port connected to the passage 330 so that oil under pump pressure from passage 325 can continuethrough the passage 330 to the line 331, 'to be distributed to various parts of the apparatus. Line 331 extends to the throttle valve pressure regulator valve 26S in the shift valve body, acting on the lower surface of land 266 to raise the valve 265 against the resistance of spring 268. Oil is also supplied through the branch 332 from line 331 to the regulator valve mechanism of the pump 40 to vary the output of this pump. A further branch line 334 from line 332 supplies oil through restriction 335 both to the detent plug 196 and to the end of land 206 of the compensator valve 204. It will be understood that the throttle valve 190 acts to regulate pressure in the line 331.in accordance with throttle opening. As the pressure in passage 330 rises, due to the Shift first to second When the G-l pressure is of a value, as just described, which causes the first to second shift valve train to be moved upwardly as viewed in the drawing, oil under pump pressure in branch line 295 from main line 44 continues through the orifice 296 into the bore of the iirst to second shift valve between the lands 221 and 222 thereof and continues therefrom through the line and channel 297 to the bore of the double transition valve 210. From this bore the oil continues through the line and channel 390 to the piston 94 of the front clutch C. A branch line 391 from line 390 delivers oil to the port 71 of the front servo 60 so that the oil is supplied through the channels 72 and 74 to the pistons 68 and 61 respectively. A further branch line 392 supplies this oil to the top of the land 77 of the overrun control valve 76, forcing this valve downwardly, thereby closing communication with the line 309 and opening the compensator branch line 359 so that oil under compensator pressure continues through the passage 82 into the front servo to act on the bottom surface of piston 66.

The combined action of the front servo and the front clutch is to obtain the engagement of the clutch with the simultaneous release of the front band so that the front gear unit B can be changed from reduction drive to direct drive without the interruption of the transmission of torque therethrough. The front servo therefore acts as an accumulator so that the front clutch is only finally completely engaged when the pressure acting on the tops of pistons 68 and 61 is high enough to move these pistons downwardly to release the front band 18. This downward motion is opposed by pump pressure acting on the bottom surface of the piston 61 and by compensator pressure acting on the bottom surface of piston 66. The opposing force furnished by these two pressures on the two pistons will be of varying character, particularly since the pump pressure varies with throttle valve pressure, but more particularly since the compensator pressure acting on piston 66 also reflects throttle valve pressure.

Engagement of the front clutch C with simultaneous release of the front band 18 locks the sun gear 15 to the' carrier 16 so that the front gear unit B rotates as a unit and provides direct drive from the input shaft to the pump 21 of the huid coupling A. Second speed ratio is thus established and the transmission continues operation in this ratio until the vehicle reaches a higher speed, with consequent higher governor pressure. At the same time the change is accomplished in the front gear unit oil from the line 297 continues by branch line 298 to the rear servo exhaust valve 140, moving the member 141 to close the connection between the servo and the branch line 290'. Compensator pressure oil supplied to the pistons 111 and 115 of the rear servo by line 356 and hollow rod 116 acts on these pistons to increase the force holding rear brake band 29 applied to drum 29.

Shift second to third The shift from second to third will occur when the G-l and G-Z pressures from the governor 301 are high enough in their action on the governor plug 241 and the auxiliary plug valve 238 to overcome the modulated throttle valve pressure on the upper end of the second to third Shift valve 235, as aided by spring 246. Parts 241, 238 and 235 of the second to third valve train are moved upwardly, whereupon oil supplied by branch line 400 (connected to line 305) and a further branch line 401 continues into the shift valve body and through orifice 402 to the bore of the second to third shift valve between lands 236 and 237 of the valve 235. The oil can continue from this bore through the passage 315 into the bore of the third to second timing valve in the casing 270 and from this bore through the passage 312 (unrestricted) and 320 (restricted at 318) into the line 311. Line 311 is connected to line 310 which on one hand extends to the piston 105 of the restriction 402 is opened and connects the space commu-` nicating with passage 262 to exhaustat port 353. This drains line 361 and passage 360 extending to double transition valve 210 so that modulated throttle valve pressure is removed from valve 210 before oil under pump pressure reaches valve 210 by way of line 292. Therefore valve 210 is subject only to compensator pressure and pump pressure from line 297 in one direction.

In the shift from second to third a transition must occur not only in the rear planetary unit E but also in the front planetary unit B. For this reason oil from the line 290 continues through the branch 292 to the lower end of the double transition valve 210. When the pressure in the line 290 and those connected thereto rises sufficiently to cause the force of the oil on the lower end of the double transition valve to overcome the effect of compensator pressure on the upper end thereof and pump pressure from` line 297, the double transition valve will be moved upwardly against stop 203. This action causes the land 212 to close the bore of the valve between the ports connected to the lines 297 and 390 and connects the port of line 390 with a port connected to line 410 which extends to the bore of the third to fourth shift valve 250 between the lands 251 and 252. This part of the bore at this time is in communication with exhaust at the port 317. When the line 390 and those connected thereto, including lines 391 and 392, are exhausted, the front clutch C is thereby released and the pressure in the front servo opposing the apply pressure, always present in line 308, is also released. The pressure in line 308 therefore acts against the bottom surface of piston 61 to move it upwardly. At this time only the spring 79 opposes the pressure in line 308 so that the valve 76 is moved upwardly, causing oil under pump pressure to continue through the overrun valve and through passage 82 into the front servo to act on piston 66. The rod 62 thereby is moved outwardly again applying the front band 18.

Upon completion of the double transition in the two Shift third to fourth When the vehicle attains a speed at which the governor pressures are suiciently high, a shift will be made from third speed ratio to fourth speed ratio.. G-l pressure is supplied through the line 371 and its branch 372 to the lower surface of land 251 of third to fourth shift valve 250. G-2 pressure is also supplied through the line 384, its branch 385 and the continuing line 386 to the third to fourth governor plug 254. The governor pressures so developed are opposed by the spring 258 and by modulated throttle valve pressure acting on the upper end of the valve 250. Governor pressures being sufficiently high, the third to fourth shift Valve train is moved upwardly, as viewed in the drawing, whereupon land 252 opens a port connected to line 400 through the restriction 415. This port is placed in communicationand thence through the line 390 to again apply the front clutch C and to release the front band 18 in the manner described in connection with the first to second shift. Completion of this transition in the front unit changes the front unit from reduction drive to direct drive so that the overall ratio of the transmission is substantially ltl.

Drive in fourth speed ratio will continue until governor pressure is materially reduced; for example, on de` celeration of the vehicle or until a forced shift from fourth to third is accomplished in either of two ways.

Detent shift fourth to third Should the operator of the vehicle desire increased acceleration and if the vehicle speed is below a predetermined speed, such acceleration can be obtained by movement of the throttle to detent position which is beyond full throttle position. When such movement occurs the pusher element 185 of the throttle valve combination directly contacts the metering element 190l of this combination and forces it along with plug 196 to the full extent of permissible travel. The plug 196 being subject to throttle valve pressure offers a resistance to such movement which is noticeable to the operator and which indicates to the operator that full throttle position has been reached so that the so-called detent downshift will not accidentally be made. Movement of the pusher element as just explained opens a port 420 connected to the channel 325 from t'he bore of the manual valve 175 and places the bore of the pusher element 18S in communication with a port connected to line 416 which extends to the shift valve body. Oil under pump pressure passes through this line into the top of the bore containing the shuttle valve 260, forcing this shuttle valve downwardly to its full extent. In this manner a port 417 in the bore of this valve is placed in communication with a port 418 by the channel 419. Port 41S being in the form of a groove in the wall of the bore and being connected by a passage 423 to the bore of the regulator plug 257, oil can continue to such bore. In fourth speed the plug 257 will bein its uppermost position as viewed in the drawing so that oil supplied in the manner just described can continue through the bore of the plug 257 and through the opening 421 in partition 259 to enter the bore of the third to fourth shift valve and act on the total end area thereof. This oil being under pump pressure has suiiicient force to overcome the governor pressures acting on the other end of the valve train so that if the vehicle is not exceedA ing a predetermined speed the valve element 250 and the governor plug 254 are restored to the position shown in the drawings which reestablished third speed operation by connecting the line 410 to exhaust at the port 317`and by closing the port connected to the supply line 400. This exhausts the front clutch C and removes the servo release pressure from the front servo so that it automatically reapplies the band i8, locking the sun gear 15 against rotation and establishing reduction drive in the front unit B. Third speed ratio is thus obtained, and the transmission continues operating therein unless a speed is reached resulting from an excessive engine speed. In this event the (32 pressure from the governor 361 in the line 334 will be high enough to elevate the overcontrol valve 37S against spring 80, placing the port connected with line 376 (G-l pressure) with the line 386. The latter line therefore at this time has G-l pressure therein instead of previous G-2 pressure, and this G-l pressure is introduced into the bore of the third to fourth shift valve train to act on governor plug 254. G-l pressure now acting on governor' plug 254, combined with G-lpressure acting on the land 251 of the third to fourth shift valve will be sufficient to overcome the pump pressure acting on the upper end of the shift valve so that the valve train is Vagain shifted to fourth speed position. Thepurpose of this overcontrol valve is to prevent operationover a continued period at such speed as would re- 16 quire a dangerously high engine speed for its maintenance.

Manual shift fourth to third A shift from fourth to third can be compelled, if a predetermined vehicle speed has not been reached, by movement of the manual valve from its Drive 4 position, illustrated in the drawing, to the Drive 3 position. Upon this occurrence the land 178 of the manual valve opens a port in the bore' thereof connected to the line 430 so that oil supplied to this bore by the main line 44 continues through line 430 into the shift valve body with one branch 431 continung'to the lower end' of the shuttle valve 260, forcing it to its uppermost position and placing the bore thereof in communication with the passage 423. This permits oil under pump pressure to act on the entire upper end area of the third to fourth shift valve 250, as previously pointed out in connection with the detent downs'nift. Oil in the other branch line 432 from line 430 continues into the bore of the' governor plug to act on a differential area of the land 256 of this governor plug 254. Since the oil entering this bore in this fashion acts both on lands 256 and 255, greater pressure will be exerted on land 256 since it has a larger diameter than land 255. The result of the application of oil under line pressure, both to the upper end of the shiftI valve 250 and the governor plug 254, restores third speed ratio until a higher vehicle speed is reached than with the detent downshift, at which time the overcontrol valve 37S compels the valve train to return to the fourth speed position.

Fourth to third timing valve The principal feature of the present invention comprises the fourth to third timing valve and its operation.

When thc transmission is operating in first and second speed ratios, as before described, the valve member 86 of the timing valve 85 is in the downmost position due to oil pressure on the top of land 88. Consequently, oil can pass freely through the bore of the valve from line 305 into line 308 and thence into the front servo 60. During the transition fromvsecond to third speed ratios, the valve remains in this' fully open-condition until the transition to third speed ratio has been completed. Referring to the rear servo 110, it will be seeen that the shell of the front part of this servo has a port therein connected to the line 650 which extends to the bottom of the timing valve'SS. When the piston 111 of the rear servo has completed its release stroke, i. e., has moved to the right to the full permissible extent, the piston uncovers the port connected to line 650, permitting oil which has acted on the piston to cause release of the rear band to continue through this line 650 to the bottom of the timing valve 85 to act on the lower end of the member 86, forcing it upwardly. Such' upward movement closes the port connected to the line 30S and compels oil continuing to the front servo to proceed through the restriction 306, the by-pass line 367, into the line 308.

The reason for using the timing valve resides in the fact that after the front clutch C has been engaged for a considerable period of time the release thereof requires a longer interval than is required after a short period of engagement of the clutch. Inasmuch as the release of the front clutch must be coordinated with the application of the front band 18, it follows that a delayed release of the clutch must be accompanied by a delayed application of the band; hence, the provision of the restriction 306 through which oil must` pass to the front servo for engagement of this-band. Prolonged engagement of the front clutch ordinarily occurs only after sustained operation of the transmission in fourth speed ratio. Therefore, when the transmission is downshifted from fourth to third, a longer interval must be permitted for release of the clutch andattendant'application of the band.

On the other hand, whenthe transmission is undergoing theisecondto third shiftvduring which release of the front clutch is 'coordinated with application of the 17 front band, delay in the application of this front band is not necessary and in fact is undesirable. The timing valve therefore assures a prompt application of the front band in the second to third shift by being held in its full open position until the second to third shift has been completed. It will be obvious that the third to fourth shift will occur later, and the downshift from fourth to third will be at a timed rate due to the fact that the timing valve member 86 is moved to closed position only after the second to third shift has been completed.

The function of the timing valve 85 is present in each fourth to third shift whether it be of a forced nature such as by detent operation or if the shift occurs in the normal course of operation of the transmission following deceleration of the vehicle.

OPERATION IN DRIVE RANGE 3 If desired, the transmission may be conditioned to automatically shift through iirst and second speed ratios to third speed ratio and no further, under normal driving. To this end the manual valve 175 can be moved to the DR3 position either directly from Neutral or at any other time during the operation of the mechanism. If the valve is moved to the DR3 position before the transmission has attained fourth speed ratio, the eifect thereof is that just described in connection with the manual fourth to third downshift. The oil under pump pressure is supplied through the line 430 to the branches 431 and 432 to establish a bar against an upshift to fourth speed ratio, under normal conditions. The transmission can automatically advance from first through second to third speed ratios, at which point further upshifting will be prevented until a speed is reached at which the overcontrol valve 377 compels such shift. It will be noted that even though the third to fourth regulator plug 257 may be in its downmost position, as illustrated, due to the presence of modulated TV pressure on the upper end thereof and hence is blocking the port connected to the branch 423, the undesired normal third to fourth shift will still be prevented since the initial movement of the valve train to establish fourth speed will move the regulator plug V 257 far enough to uncover the port connected to channel 420, whereupon full line pressure will be immediately impressed on the upper end of the third to fourth shift valve 250, which will prevent completion of the third to fourth shift. The valve 250 will be held in the position shown until a predetermined vehicle speed is reached, at which time the overcontrol valve 377 will operate to compel the upshift in the manner previously described.

Detent shift third to second A feature of this transmission comprises the operation of the second to third shift valve train during and after a forced downshift from third to second by throttle pressure or, in other words, a detent third to second shift. This feature is claimed in the copending application of Forrest R. Cheek and Norman Reighard, S. N. 457,975 filed September 23, 1954, for Automatic Plural Step- Ratio Transmissions. In the normal operation of a transmission of this type a second to third shift can take place at various vehicle speeds depending on throttle position. At full throttle the shift will take place at approximately 35 M. P. H. The mechanismis so calibrated that a detent downshift from third to second can take place at any vehicle speed below approximately 2S M. P. H. In these transmissions, as heretofore constructed, a detent downshift from third to second could compel the transmission to continue operating in second speed ratio to a higher vehicle speed than full throttle shift speed before a second to third upshift was compelled if detent position be maintained. Furthermore, in these transmissions should the detent downshift be made, followed immediately by a release of the detent plug by movement of the throttle, the upshift to third would take place immediately, regardless of vehicle speed, or throttle position. i The third to second valveki train of this transmission functions in such manner that, after a third to second detent shift has been made, a second to third upshift will take place automatically under normal operating conditions. Assuming that the transmission is operating in third speed ratio with the manual valve in the Driving Range 3 position, or in fact with the transmission operating in third speed ratio with the manual valve in Driving Range 4 position, a detent shift from third to second by throttle manipulation can be obtained provided the vehicle is operating at a speed below a predetermined maximum. When the throttle is moved beyond full open position, as explained in connection with the detent fourth to third shift, oil from the manual valve bore continues through the .line 325, branch 420, to the passage connected to line 416 so that oil continues through the line 416, as previously described. However, since the third to fourth shift valve is in the closed position, the effect on this valve is of no consequence. Oil, however, continues through the line 440 into a channel in the shift valve body and directly into the bore of the second to third valve train above the detent plug 245. The oil thus supplied being at pump'pressure can immediately move this valve downwardly, compelling movement of the second to third shift valve 235 also downwardly. The latter movement closes the port connected to the line and passage 401, through the restriction 402,`and opens the passage 315 to exhaust at the port 317 through the channel 316. This would normally immediately reestablish second speed operation, but it is desirable that a modied timing be employed. Consequently, at the same time that oil is supplied through the line 440 to the detent plug 245, a branch line 441 from line 440 supplies oil to the top surface of land 272 ofthe third to second timing valve 271, forcing this valve downwardly against the resistance of spring 275. Land 272 therefore closes the port connected to the passage 312.

Since in establishing second speed ratio after the transmission has been in third speed ratio it is necessary to exhaust the rear clutch D with an accompanying application of Ithe rear band 29 attended by a timed application of the front clutch C with release of front band 18, the action of the third to second timing valve 271 must be considered. With the passage 312 closed, the result is that oil which has applied rear clutch D now is exhausted by way of the line 310, branch 311, to the hairpin valve 319 so that this oil'must continue through the restriction 318 of the hairpin valve to the passage 320 and thence through the bore of the third to second timing valve 271 to the channel 315 communicating with channel 316 and to exhaust at the port 317. The restrictions 318 in the hairpin valve therefore retards exhaust of the rear clutch, and since the rear servo, which has been released by oil pressure, has this release pressure also exhausted through the line .290 to the bore of the manual valve and hence through line 310 and branch 311 in the same manner as just described, the release of the rear clutch D and the spring application of the rear band 29 by the rear servo will consequently be retarded until the front unit has been properly conditioned. l

When oil is supplied through the line 440 to the third to second detent plug, it is also supplied to the ball check valve 499, unseating the same and permitting the oil under pump pressure to continue through channel 498 to the passage 495 having restriction 496 therein and into the supply line 295 which is opened to the passage and line 297 at the bore of the first to second shift valve 220. The line 297 extends to the double transition valve which in third position prevents further travel of the oil but which must be restored to the illustrated position so that oil under pressure can be applied to the front clutch C.

Restoration of the double transition valve to the illustrated position is accomplished as follows. In addition to theline 292 which had supplied oil to move valve V210 atheist? upwardly now being exhausted along with the rear clutch D (line 292 being connected to line 29,0), an impetusto the movement of the valve is afforded by the application of full throttle valve pressure from the second to third shift valve 235 through the channel 342, port 343, the top of the valve 235, channel 362, line 361 and channel 360 to the upper surface of land 215 of the double transition valve 210. Also, compensator pressure,` which is at a maximum due to full throttle position, acts on the upper surface of land 211. This cumulative force moves the double transition valve from its upshifted to its illustratedposition so that oil supplied to the line 297 through both the restrictions 296 and 496 can continue through the line 390 to the front clutch C to apply the same and also through the line 391 to the front servo 60 to cause it to release the front band 18.

Asl the pressure being supplied to the piston 94 of the front clutch C increases, with the accumulator action provided by the front servo 6i) co-operating therewith, this increased pressure is reiiected on the third to second timing valve 271. A branch line 450 from the line 390 extends to the bore of the third to second timing valve and into the chamber receiving the spring 295. This oil therej fore can act on the lower end of the hollow land 274 of valve 271 to aid spring 275. When the pressure being applied to the piston 94 of front clutch C has increased suiticiently to be capable of fully engaging this clutch, this pressure acting on the third to second timing valve will restore it to the illustrated position so that the oil being exhausted from the rear clutch D and from the rear servo 110 can 'be exhausted through the passage 312 at normal rate instead of being compelled to be exhausted through the restriction 31S of the hairpin spring 319.v In this fashion the transition from direct drive to reduction in the rear planetary unit E is coordinated with the transition from reduction drive to direct drivein the front unit B.

The manner in which the rear servo reapplies: the band 29 is worthy of note at this time. During a closed throttle downshift when the line 290 is opened to exhaust, oil to the left of piston 111 can immediately pass into line 290 through the channel 291. Spring 134, which has been compressed, can move the piston 111 to the left until spring 134 is fully expanded. Such full expansion occurs before the piston 111 has reached the limit of its travel to theileft. Oil to the left of piston 115 must pass through the restriction 132 into the channel 130 and thence into line 290. The exhaust valve 140 at this time isclosed.V Consequently, travel of piston 115 to the left is at` a slower rate than travel of piston 111. As the pistonv 115, under the urging of springs 124 and 125, approaches its full travel, rod 116 approaches piston 1'1'1. Contact of r'od 116 with piston 111 is cushioned by the spring 137. The final movement to the left of both pistons is under. the urging of the two main springs 124 and125, and this final band-apply motion is without shock.

' However, when a detent downshift is made, the above action does not take place since, at detent positionof the throttle valve, throttle valve pressure is at the-maximum and compensator pressure is also at the maximum. Cornpensator pressure at maximum is introduced throughthe line 356 into the servo to act on piston 111, tov pass through the rod 116, and to act on piston 115. Simultaneously, this oil under compensator pressure acts on disk 135, moving it to the right and, in so moving, forcing buttonk136 to the right which ilexes the reed valve 131 to an extent suicient to unblock the passage130 With3 this passage 136 opened, oil to the left of piston 1-'1'5' can be quickly exhausted, i. e., at the same'rate that oil is exhausted from the left of piston 111. Consequently; the two pistons are moved more or less in unison7 and at a rapid rate to cause the quick engagement of the vrear band 29.

Afeature resides in assuring that a second2 to third'sliift following aedetent third to second shift'willlbe o'f 'normal 20. nature When the third to Second detent plus is forced downwardly to cause the secondy tothird shift valve 235 to resume its closed or downshifted position, modulated throttle valve pressure, which at full throttle is pump pressure, isinjimediatelyrestored to the upper end of the shift valve 235; Referring to the drawing, it will be seen that this *modulated* throttle valve pressure entering the bore of the valve 2 35 through the channel 342 is interrupted when the valve 235 .is in its uppermost position. This is due to the land 237 closing the port 343 connected to channel 3472. When the valve is moved by the detent plug 245 to its closed position, the port 343 connected to the channel 342 is` again opened. Modullated throttle valve pressure therefore is restored to this shift valve 235.

By reference to the drawing it will be seen that the third to second detent plug 245 is of uniform diameter with equal end areas. Such `uniform diameter results in the following operation. Gil to cause the third to second shift supplied to the top of the plug 245 from the throttle valve is at pump pressure. This causes the plug to move downwardly, forcing the entire valve train in the same direction. When the second to third shift valve 235 opens'port 343, modulated throttle valve pressure, which atfull throttle is at pumpv pressure,y is applied both to the top` end of the valve 235 and the lower end of the plug 245. This plug therefore will have equal oil .pressures on the two ends thereof so that the spring 246 can restore Vthe plug 245 to the position shown in the drawing. Upon being restored to this position the plug oifers no resistance to normal upshifting of the valve 235 topestablish third speed ratio, lassuring that once the plug has resumed the illustrated position further automatic shifting of thevalve 235 takes Vplace in normal fashion. Consequently, if thevthrottle he maintained at detent position or at fulll throttle position, the shift from second tolthird will occur at the normal vehicle speed for which the apparatus is calibrated', in the example given, 35 M. P. H. if the throttle isy released to other than full throttle position, the second. to third shift will occur at the normal vehicle speed planned for' the particular throttle opening. in other words, this new arrangement assures a normal second tothird shift after a detent third to second shift.

Manual .shift third to second A. sniff naar third fo second can be compelled at any time the vehicle speed has iit exceeded a predetermined b'y movement of the manual' valve 175 to the low' position.. When" this movement occurs lthe land 178 opens a port c'zonneete'dv tov line` 460 so that oil supplied by the main pump linew44 can continue through line 466 to a channel 461" in the shift valve body, which channel communicates with the bore of the second to third xiliary'valve 238 above theland l240. Oil under pump pressure acting on this land can force the auxiliary valveor' plug" 238' downwardly against the governor pressure acting nthe governor plug 241. The areas of these two plugs 238' and 24'14are so calibrated that such nidverit ofv tl plug 238V can take place if the vehicle has" not eli'ceededl a' speed of, for example, 45 M1?. HL, which speedfwouldltie reilectedin the governor p rSillvA 'ctir'ig'4 011' plug 241. When the plug 238 is aifdlyf and assumes' the illustrated position, thesecod to third shift valve y with the' result that second Speed condition of the transmission is"v immediately obtained. it willbe noted that the timing afforded by the third to seeon'd tir'n'iiigvalveV 271 is not utilized in the manual third 'tol second shiftl, butV that the normal release; of-v the clutch'` D1 withl 'application ofthe bandy 29 is coordinateds with ther application off th'elclutch C and release oibanch 18 Inasmuchasthe manual valve1-75 can be moved to the low posit-ionat'yany time,certain-v safeguards are provided. Ordinarily movement kof the lmanual valve to the 21 low position will not cause the transmission to be immediately conditioned for second speed operation'unless the vehicle speed is such that the governor pressures reflecting vehicle speed will permit the downshifting. One safeguard is the provision of a branch line 462 extending to the overcontrol valve 378 so that oil under pump pressure can be applied to an area 464 thereof to move this valve upwardly against spring 380. `This upward movement of the valve 378 permits G-l pressure from line 376 to be supplied to the line 386 extending to the third to fourth governor plug' 254. This pressure will be high enough to hold theft'ransmission in fourth speed ratio until vehicle speed has dropped below the maximum speed at which the vehicle should be operated in second speed ratio; for example, 45 M. P. H. G-1 pressure is also supplied to the second to third auxiliary plug 238 through the line 387 from line 386'so that the second to third valve train cannot be downshifted until vehicle speed has been appropriately decreased.

Low RANGE As before mentioned, the manual .valve 175 can be moved to the low position at -any time, lwith attendant downshifting of the transmission if it has been operating in third or fourth speed ranges. If the lvehicle, however, is not in motion and the manual valve is moved to the low position, oil will Ibe supplied through the line 460 as previously mentioned, with the result that the transmission will automatically advance from lrst speed to second speed with engine acceleration. The presence appena? of oil under pump pressure on the upper surface of land 240.0f the second to third auxiliary valve or plug 238 will prevent a normal second to third shift-and will compel the transmission to operate in second speed ratio, with advanced engine acceleration up to a maximum vehicle speed. When this speed is exceeded, G-l pressure acting on the second to third shift valve train will overcome the resistance applied to the plug 238 and compel a shift to third speed ratio so that undue engine speed willnot be exceeded. A further shift from third to fourth will occur if the maximum third speed operation is exceeded.

Detentshift second to rst With the transmission operating in second speed ratio in any of the ranges thereof, but particularlyin'Low Range, a forced shift from f second to rst can be procured by throttle motion through the detent position, as described hereinbefore in conjunction with detent downshifts. Such movement of thethrottle causes the oil in line 416 to pass through a branch line S10 into the body of the rst to second shift valve train to act on the upper surface of land 226 of the iirst to second governor plug 225. The pump pressure vacting o n the upper surface of this land will be sufficient tof move the governor plug 225 to its illustrated position provided governor pressure is not at a valueretlecting a predetermined vehicle` speed. Withthe governor plug .225 moved to its -illustratedzposi` tion the spring 234`can move the shift valve-2207;() closed position, reestablishing rst speed operation.

REVERSE To obtain reverse drive through the mechanism the. manual lever 175 is moved to the reverse position. This movement causes the land 178 of the manual valve to uncover a port connected with passage 550 which extends to a line 551 leading to the piston 152 of the reverse brake G. This piston is thereby moved to lock the ring gear 34 against rotation. Simultaneously, line 552 in communication with passage 550 conducts oil to the front pump 40 to so regulate the same as to cause the output pressure thereof to be materially increased, as for example, by 100 per cent. At the same time land 177 of the manual valve is positioned between the port connected to line 44 and a port connected to a branch channel 553. This permits oil supplied by the main line 44 to enter the bore of the manual valve between lands 177 and 176. The latter land is positioned between the ports connected to the lines 290 and 310. Line 290 therefore receives oil under pump pressure and conducts it to the rear servo to cause release of the band 29. The line 310 which leads to the rear clutch D is exhausted through the now open upper end of the manual valve bore so that this clutch is released. Simultaneously with the release of the rear servo by oil owing in line 290, movement of the double transition valve is also accomplished by oil in line 292 branched from line 290. This conditions the double transition valve so that land 212 closes the bore thereof and prevents oil supplied to the line 297 from continuing to the front clutch C. This oil is available due to the first to second shift valve 220 having been moved to the open position by oil in the line 294 branched from line 292. The front band however is applied by oil in the line 305 in the manner explained in connection with rst speed ratio.

With the front band 18 applied, the front clutch C released, the rear clutch D released, and the rear band 29 released while the reverse brake G is applied, the planetary units are conditioned for reverse drive in the manner previously described. The operation of the double transition valve in closing the bore thereof serves as insurance that the front unit B cannot be upshifted to a direct drive condition but will remain in reduction drive.

So long as the vehicle does not attain an excessive speed in Reverse, the manual valve can be moved to cause alternate operation in Reverse and in Low Range for rocking the car in sand, mud, etc.

NORMAL DOWNSHIFTS The mechanism operates to provide normal downshifts with the throttle in various positions, as will be evident from the foregoing. Ordinarily when bringing the vehicle to a stop the throttle is closed, in which event throttle valve pressure is not developed and supplied to the various parts of the mechanism. Furthermore, the shift valves are so proportioned as to insure a downshft at a lower Vehicle speed than that at which the upshift occurred. For example, it will be seen that the land 221 of rst to second shift valve 220 is of smaller diameter than the land 222. Consequently, when oil under pressure is present between these two lands the area of land 222 subject to this pressure is greater than the area of land 221 subject to the pressure. This differential area condition results in the oil passing through the bore of the valve between the lands holding the valve in the open position until a considerably lower governor pressure is opposing spring action.

Likewise, the land 237 of the second to' third shift valve is of larger diameter than that of 'land 236 for the same purpose. This is also true of the third to fourth shift valve 250 which has land 252 of larger diameter than land 251.

EXHAUST OF THE SYSTEM If the manual valve is moved to Neutral position and the engine stopped, the following will take place. Stopping of the engine stops rotation of pump 40 so that the line pressure in line 44 acting on the lower end of the line exhaust valve 287 drops and this valve is forced downwardly by the spring 289. Such downward movement of the valve opens the line beyond the exhaust valve to exhaust at the port 600, permitting oil throughout the system to be exhausted without return through the front pump. Considering that the manual valve is in Neutral position, it will follow that oil which had been supplied to the front servo for application thereof by line 305 and branches therefrom is now exhausted through the open lower end of the bore of the manual valve body. The line 390 to the front clutch C is exhausted through the following path; bore of the double transition valve 210, line 29'?, bore of the rst to second shift valve 221), passage 316 to the exhaust port 3-17. Line 310 leading to the rear clutch is e'xhausted at the open upper end of the manual valve bore (land 176 extending beyond the body in Neutral). The reverse brake G has its supply line Sdi connected to exhaust by the passage 556 leading to a port in the manual valve body, the bore having its lower end completely open at this time. Oil pressure to the rear servo which could be supplied by line 29d is exhausted by the following path; bore of the manual valve body, main line 44, to the exhaust valve 287. Application of the rear band 29 by spring pressure is thus assured so that when the parking pawl engages external teeth in the reverse unit ring gear 34 the transmission can be locked for parking.

It Will be understood that the engine can be stopped with th'e manual valve in any of its positions but that the engine cannot again be started until the manual valve is placed in the Neutral position, thereby preventing adventitious operation of the transmission in other than the desired sequences.

The invention is to be limited only by the following claims.

What is claimed is:

l. In a transmission for an engine driven vehicle, an input shaft, an output shaft, iirst and second planetary gear units for establishing drive between said shafts, a brake and a clutch for said rst unit for respectively conditioning said unit for reduction drive therethrough and for direct drive therethrough, a brake and a clutch for said second unit for respectively conditioning said second unit for reduction drive therethrough and direct drive therethrough, motor devices for said brakes and clutches, a source of iiuid pressure, first and second parallel paths for supplying uid under pressure to the motor device for the brake of said tirst unit, the second of said paths having a restriction therein, a valve in one position permitting flow of iiuid in the first of said paths and in the other position compelling ilow of iiuid only through the second path, means for applying iiuid under pressure to said valve for moving said valve to open the first of said paths, and means operative upon the cornpletion of conditioning of said second unit for direct drive therethrough for applying liuid under pressure to said valve to move it to position compelling 'passage of fluid through the said second path having the restriction therein.

2. In a transmission tor engine driven vehicle, an input shaft, an output shaft. tirst and second planetary gear units for establishing drive between said shafts, a

rake and a clutch for said lirst unit for respectively 'conditioning said unit for reduction drive therethrough and for direct drive therethrough, a brake and a clutch for said second unit lfor respectively conditioning 'said sccond unit for reduction drive therethrough and direct drive therethrough, motor devices for said brakes and clutches, a source of fluid pressure, first and second parallel paths for supplying fluid under pressure to the motor device for the brake of said ri'rst unit, the second of said paths having a restriction therein, a valve in one position permitting iiow of yfluid in the first of said paths in the other position compelling iiow of fluid only through the Seebad patig-mmsl'fsr lapplying fluid under pressure to Asaid valve tot opeiasth'e -rs't of said paths, vmeans for supplying tluid'lxndr pressure to the motordevi fot the brake "ot" said second unit for release thereof, and means operative upon the completion of release. movement ol the motor. forthe brake of said second unit for applying llnid under pressure to said valve to move it to position compelling passage of fluid through the second path having the restriction therein.

3, In a transmission for an engine driven vehicle, 'an input shaft, an output shaft, i'rst and second planetary gear units for establishing drive between said shafts, a brake and a clutch for said first unit'for respectively con dit-inning said unit for reduction drive therethrough and for direct drive therethrough, a brake and a clutch for said second unit for. respectively conditioning said second unit for reduction drive therethrough vand y'direct drive therethrough-, motor devices for said brakes and clutches, a source of lluid pressure, rst and second parallel paths for supplying lluid under' pressure to the motor device for the brake 'of said first uniti, the second of said paths having a restriction therein, a valve in Aone position permitting flow of liu-idin the 'first of said paths and in the other position compelling yilow of huid only through the second path, means for applying fluid under pressure to said valve for moving said lvalve-to l'open the first o'f said paths, means for supplying iluid under pressure to the motor device for die brake of 'said second unit for `'release thereof and to the motor for the clutch of said second u'nit lfor engagement thereof thereby to condition said second unit 'for direct drive therethrough, and means operative -upon 'the completion of conditioningof said second unit for direct drive therethrough yfor applying `fluid under lpressure to said valve Vto move it to position compelling passage 'of iluid through the said second path. having the restriction therein,

4. In a transmission for `an engine driven vehicle, an input shaft, anY output shaft, first and 4second planetary gear units for establishing drive between said shafts, a brake and -a clutch for said rst unit for respectively conditioning said unit for reduction drive therethrough and for direct drive therethrough, a 'brake and a clutch for said second unit for respectively conditioning said second unitV for reduction drive" therethrough 'and direct drivc therethrough, motor devices for said brakesand clutches, a source oliuid pressure, 'iirs't and second parallel 'paths for supplying iiuicl under prestslire'to the motor device for' the brake ofsaid first unit, the secondof said paths having a restriction ltherein, a valve in one position permitting llow of iluidin the first of said paths and in the other' position compelling iiow of lluid only through the `second path, means y'for applying Afluid under pressurelto said valve for opening the Viir'st 'ot 'said paths, means for supplying iiuid under ,pressure to the .motor device for the brake of 'saidscond unit, andfa, `fluid 'passage between sail'va'lve and 4the motor "for the brake of ksaid second unit, said fluid lpassage being opened upon 'completin ot 'release vx'no'vernentfof the motor for 'the brake Vot" said second unit whereby tluid causing said `release 'movement continues through said passage-tto said valve to move it topositioncompellingpassing of fluid through. the second path having 'the' restrictionV therein,

No references cited. 

